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[quote user="Phoebe Vet"] The primary problem with Amtrak is that it is spread too thin. I agree. It will continue to be too thin because X and y and Z congressmen will want service in their districts. Note the Hiawatha, Pioneer. Sunset, and other studys. The only way to end run these mandates is to purchase a very large amount of rolling stock. l I would love to see true high speed rail in the corridors where it is appropriate, but if I had to choose between 1 250 MPH train a day and 4
Isn't metroRail in LAX installing ATS on all lines they own due to what happened in Chattsworth?
I laughed when I read the subject but then got serious. This brings up a subject that has not been addressed before. The flipping signs immediately notified passengers that there was a change or notice that a train was ready to board or arriving. Now the silent notifications do not alert passengers. Maybe some kind of tone when a silent change to the train board is occurring and maybe a different one for agent announcements should be implemented. Other tone combinations could be used also. This could
Hope the report that the bridge is partially collapsed on one end is incorrect.
Both CSX and NS have a number of RR signal job openings. NS mainly in the north and CSX along the east coast. Go to their web site and select careers.
[quote user="schlimm"]commercial passengers = 675 mil., which works out to a subsidy of $21.63 per passenger, of which $14.37 is for ATC. sam1 makes the point that commercial aviation only uses ~30% of the budget, but in fact the facilities would require about the same level of infrastructure costs and operating expenses for just the airlines; private aviation and the military piggyback on.[/quote] A point that has not been discussed is that the subsidy per passenger for an IFR private
[quote user="schlimm"]commercial passengers = 675 mil., which works out to a subsidy of $21.63 per passenger, of which $14.37 is for ATC. sam1 makes the point that commercial aviation only uses ~30% of the budget, but in fact the facilities would require about the same level of infrastructure costs and operating expenses for just the airlines; private aviation and the military piggyback on.[/quote] A point that has not been discussed is that the subsidy per passenger for an IFR private
[quote user="HarveyK400"] I've heard 1.5kV DC may be possible for metra; but not the 25kV AC given the clearances at Union Station. This includes the Milwaukee West and North hosting CP, the North Central and Heritage Corridor (Alton) tenancy on the CN, and the Southwest (Wabash) where it interfaces with other railroads. If 1.5Kv or 3Kv is all that is possible at downtown stations use of dual voltage motors is not that much of a problem. The motors can be either AC or DC low voltage
[quote user="HarveyK400"] The existing NS in the I-81 Corridor is no speedway between Harrisburg and Knoxville, especially for those intermodals in the conceptual drawing. Is a plan for relocation to take advantage of half the grading done for I-81; and what kind of profile and alignment does I-81 offer? [/quote] This route has many problems. From Bulls Gap ( NE of Knoxville ) to Bristol (old SOU) is a curvy, street running only single track ROW that takes almost 2-3/4 hours to traverse
Charles. This brings up a very interesting question. Did SOU or N&W crews operate the Js to Monroe for engine and crew changes. The thread on Cascade crews someone mentioned that as happening. If so then how could SOU claim that they had ended all steam52 because the Js operated untin about Jan 1957? I also know that until steam operations ended in Bristol that SOU local crews out of Bristol operated south of yard limits on SOU tracks.